Transmission-controlling mechanism



I. E. COFFEY.

TRANSMISSION CONTROLLING MECHANISM.

APPLICATION. FILED APR. 1 I912. RENWED JULY 17. 1920.

Patented Jan. III, 1922,

4 SHEETS-SHEET I.

wi/Imeooeo I. E. COFFEY.

TRANSMISSION CONTROLLING MECHANISM.

APPLICATION FILED APR. 1, I912- RENEWED JULY i7. 1920. L42 39 Patented Jan. 10, 1922.

4 SHEETS-SHEET 2.

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TRANSMISSION CONTROLLING'MECHANISM.

APPLICATION FILED APR. I. I912, RENEWED JULY 1?. 1920.

1,41O2,39 Patented. Jan. 10,,1922

4 SHEETS-SHEET 3.

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TRANSMISSION CONTROLLING MECHANISM.

APPLICATION FILED APR. 1, 1912, RENEWED JULY 17. 1920.

89,, Patented Jan. 10, 1922,

4 SHEETSSHEET 4.

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UNHTED STATES raven E. corner, or

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LAWTON, OKLAHOMA.

Specification of Letters Patent.

Patented Jan. it), 11922.

Application filed April 1, 1912, Serial No. 687,633. Renewed July 17, 1920. Serial No. 397,152.

useful Improvements in Transmission-Comtrolling Mechanisms; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use thesame.

My invention relates to new and useful improvements in power transmission mecha nism for motor vehicles and means for controlling the same and the object of my invention is to improve the construction and increase the etiiciency of the controlling mechanism for transmission gearing.

A further object of my invention is to provide means for changing the gears with out the use of the ordinary change gear lever and H gate.

A further object of my invention is to provide a. controlling mechanism which eliminates all possibility of changing the gearing without first releasing the clutch.

And a still further object of myinvention is to provide a controlling mechanism in which the gearings must be locked in operative relation toeach other before the clutch is thrown in.

llith these and other objects in view, my invention will be more fully described, illustrated in the accompanying drawings which show a preferred embodiment of my device and then specifically pointed out in the claims which are attached to and form a part of this specification.

In the drawings,

Figure 1 is a fragmentary elevation of a motor car with my transmission mechanism applied thereto, parts being broken away to better show my invention.

Figure 2 is a central longitudinal section through the casings enclosing the control mechanism proper and the transmission gearing.

Figure 3 is a section on the line 3-8 of Figure 2.

Figure at is a fragmentary section on the line 4l of Figure 2.

Figure 5 is a longitudinal sectional view showing the mechanism of the clutch and brake and the manner in which they operate in connection with the control mechanism.

Figure (3 is a top plan of the quadrant and quadrant lever by means of which the selection of th gearing is accomplished.

Figure 7 is a front elevation of the quadrant, the lever handle being shown in section to bring out the construction of its locking pawl.

Figure 8 is a perspective of the tumbling shaft which is turned by the quadrant lever to select the desired gear.

Referring more specifically to the drawings, in which similar reference numerals designate correspomling parts throughout, 10 designates a conventional form of motor vehicle having anengine l1, crank shaft 12 provided with the usual fiy wheel 13 and clutch 1e, 15 the drive shaft and 16 designates as a whole the casing of my differential and control mechanism which, as shown, is positioned at the juncture of the crank shaft 12 and drive shaft 15.

Referring more specifically to the transmission mechanism, 17 designates the casing of the transmission mechanism proper and journaled in the front wall of this casing is the free end of the crank shaft 12 which is preferably provided with a socket l8 shaped to receive the reduced terminal 19 of the drive shaft 15 which shaft is journaled in the back wall of the casing in a bearing 21. Keyed upon that portion of the crank shaft 12 within the casing is'a spur gear 22 while mounted for rotation upon the driv shaft 15 are spur gears 23. 2-l and 25. the opposing faces of the gears 22 and 23 and of the gears 2t and 25 being recessed for the reception of the clutch fingers 26 of clutches 27 and 28 which are slidably keyed upon the drive shaft.

Journaled in aligned bearings 29 formed in the casing 17 is a jack shaft 3t) which extends in parallel spaced relation to the drive shaft and upon which are keyed spur gears 31, 32, 33 and 34-, the gears 31, 32 and 33 meshing with the gears 22, 23 and 24, while the gear 3% meshes with a gear 35 carried by a stub shaft 36, said latter gear in turn meshing with the gear 25 of the drive shaft.

Slidably mounted in suitable bores formed.

in the front and back walls of the casing 17 are clutch operating rods 37 and 38 the former of which is provided with an arm 39 terminating in a fork -10 engaging the clutch 28, while the rod 38 is provided with a similar arm 41 having a fork -12 whichengages the clutch 27.

As will be seen by referring to the drawings if the rod 37 is moved forwardly the clutch 28 will be moved into: engagement with the gear 24 looking the same upon the drive shaft, when the vehicle will be driven through the gears 22, 31, 33 and 24 forming the low gearing of the transmission mechanism. If the clutch 28 is then released and the rod 38 moved rearwardly to bring the clutch 27 into engagement with the gear 23 the drive will be through the gears 22, 31, 32 and 23 forming the intermediate gearing of the transmission mechanism. If then the clutch 27 is moved out of engagement with the gear 23 and the rod 38 moved to bring the clutch 27 into engagement with the gear 22, the shafts 12 and 15 will be locked together and the drive will be direct from the crank shaft or on the high gearing of the transmission mechanism. If the rod 37 i moved rearwardly to bring the clutch 28 into engagement with the gear 25 the drive will be through the gears 22, 31, 34, 35 and 25 which is'the reverse drive.

My present invention relates primarily to the mechanism -by means of which the clutch operating rods 37 and 38 are reciprocated and the description of the mechanism above given has been introduced merely to render more clear the operation of my device.

As shown in the drawings the top of the transmission casing 17 is open and secured upon the top of this casing is a casing 43 which incloses the controlling mechanism proper. Secured to the upper portion of the inner face of the rear wall of this casing is a pair of spaced brackets 44 and 45 and centrally pivoted upon these bracket are cross bars 46 and 47. Each of these cross bars is free to swing upon its pivotal point and they are connected to the rods 37 and 38 respectively in such a manner that such swinging will be communicated to the rods to reciprocate the same. 1 have illustrated in the drawings two separate and distinct means for connecting these bars to their respective rods, one means being shown in the connection between the bar 46 and the rod 37 while the other means is shown in the connection between the bar 47 and Y the rod 38. Bolted or otherwise secured to the cross bar 46 by one arm is a Z-shaped lever 48 the free arm of Which is bifurcated to form a fork 49 which engages in the groove 50 of a block 51 carried by the rod 37. Pivotally secured by one end to one end of the cross bar 47 is a link 52 the other end of which is pivoted upon a trunnion 53 formed upon a block 54 carried by the rod 38. A will be seen the turning of the cross bar 46 will act, through the lever 48, to reciprocate the rod 37 while the turning of the cross bar 47 will act, through the link 52 to reciprocate the rod 38, the direction of movement of the rod in either case dependa ,aoasae ing upon the direction in which the cross bar is swung.

Pivotally secured by their ends to the ends of the cross bar 46 are push bars and 56 while pivotably securedby their ends to the ends of the cross bar 47 are push rods 57 and 58, these rods all extending lon gitudinally of the casing and in parallel relation to each other, being supported adjacent their free ends by a transversely extending shaft 59. One end of thi shaft 59 is reduced as at 60 to pass through a suitable bearing formed in the casing and is provided upon its outer end with a bevel gear 61 by means of which the shaft may be revolved as will be hereinafter explained. The other end of the shaft is reduced to form a trunnion 62 which is journaled in a socket formed in the end of a bolt 63 which.

is threaded into a tapped bore formed in the opposite side of the casing.

The portions of the shaft 59 beneath the push rods 55, 56, 57 and 58 are notched as at 64, 65, 66 and 67.. As will be seen when one of these notches is directed upward the corresponding push rod will tilt down to seat in the notch and will therefore be supported at a lower level than the remaining push rods. These notches are formed in the shaft in staggered relation and in such a manner that in one position of the shaft all of the push rods will be supported in raised position and in such a manner that but one push rod at a time can be lowered. in order to insure the proper seating of the push rods in the notches of the tumbling haft '59 l have provided leaf springs 68, 69, and 71 which as shown bear upon the push rods intermediate their length and exert a constant downward pressure upon the same, the springs 68 and 69 being secured to the pivotal point of the cross bar 46 by one end and having their opposite ends bearing upon the push rods 55 and 56 while the springs 70 and 71 are each secured by one end to the pivotal point of the cross bar 47 and have their free ends bearing upon the push rods 57 and 58. As shown the free end of these springs are enlarged and provided with downwardly extending spaced pins 72 which bear one upon each side of the push rods and so prevent push rods 55, 56, 57 and 58 rest and which serve to maintain said rods in proper spaced posit on so that they will seat in their respective notches of the tumbling shaft.

Each of the push rods is formed with a shoulder extending downwardly from its lower face which is slidable through the groove of the cross-head when the push rod is in normal position but which will engage with the cross head when the push rod is seated in its notch in the tumbling shaft 59, these shoulders being formed at a point between the cross head and the pivoted ends of the push rods. Each push rod is also provided upon the other side of the cross headwith a transversely extending pin 81 the ends of which extend upon each side of the push rod in position to engage against the cross head when the latter is drawn toward the front end of the casin Having thus described the controlling mechanism proper ll will now describe the means by which said mechanism is operated by the driver. Extending transversely of the vehicle and journaled in suitable bearin s carried by the frame is a shaft 82 which carries a sleeve 83 provided at one end with adownwardly extending integrally formed arm 8-1 terminating in a fork 85 which engages the clutch ll of the crank shaft. The other end of this sleeve is provided with an upwardly direct-ed, integrally formed arm 86 which is engaged by the lateral extension 8? of an upwardly directed arm 88 formed integrally with one end of a second sleeve 89 which is also carried by the shaft 82 and the other end of "which is provided with an upwardly directed arm 90 to which is pivotally connected one end of: the brake rod 91. This sleeve 89 is provided intermediate its length with an integrally formed foot pedal 92 by stems of which the sleeve may be turned to 'pply the bralte and to simultaneously re lease the clutch 1st. Rotatahly mounted about the sleeve 83 is a sleeve one end oi. which is provided with an upwardly directed arm 9-ihavinp; a lateral extension 95 which also engages with the arm 80 of the sieve 83. The other end of this sleeve is provided with an integrally formed arm 90 to which is pivoted one end of a connecting rod 97 the other end of which is pivoted to the outer end of a rod 98 which is slidably mounted in a bearing formed in. the front wall of the *asinp; l3 and the othe end of which is rigidly secured to the central portion of the cross head by a bolt 99. The sleeve 03 is provided intermediate its length with an up 'ardly directed integrally formed foot pedal 100 by means of which it may be rotated to simultaneously release the clutch ll and to draw the cross head 75 toward the tumbling shaft- .is a means for rotating the tumbling shaft 50 l have provided a shaft 101 one cud of which is journalcd in a suitable housing 102 formed about the bevel gear 61 while the other end is journaled in a hearing 103 carried by the casing 104 of the steering column. That end of the shaft journaled in the housing 102 is provided with a bevel gear 105 which meshes with the bevel gear 61 of the tumbling shaft while the other end of the shaft 101 is provided with a gear 106 which meshes with a gear 10? carried by the lower end of a shaft 108 which end, is journaled in a bearing 109 also carried by the casing 10% of the steerinn column. The free end of the shaft 108 extends through a suitable bore formed at the center part of a quadrant 109 which is secured in place by a clamping ring 110 which engages about the steering column immediately below the steering wheel 111. Secured to the upper end of this shaft 108 is a lever 112 which swings over the quadrant and which is provided with a spring pressed pawl 113 having a trigger 120., said pawl being adapted to engage in any one of a plurality of notches 111i, 115, 116, 117 and 118 formed at spaced inter *als about the peripheral edge of the quadrant. As shown these notches with the exception of the notch 114 are so formed that the lever may be moved from one to the other without manuallv disengzu the pawl by means or its trigger. ihe notch 111- however is so formed that the pawl must be manually released betore the lever can be swung; to the notch 118 The quadrant is provided at each end with an upwardly directed lug 119 which serves to prevent eXcessive movement of the lever.

in operation suppose the neutral position with the quadrant lever 112 at the notch 11%, with the engine running. and with the clutch M thrown in. in this position the push rods are all supported by the tumbling shaft in their raised position and both ofthe transmission clutches 2? and 28 are in inoperative position, no power therefore being); transferred to the drive shaft. The lever 112 is then swung to the notch which indicates low speed and which actuates the nhling shaft 59 to bring its notch 86 uppern'iost. The pedal 100 is then actuated which releases the clutch 1 and simultaneously draws the cross head T5 forward beyond the shoulders 80 of the push rods allowing the push rod 50 to drop into the notch (i-l of the tumbling shaft. The pedal 100 is then released. throwing the clutch l-t and moving the cross head T5 toward the rear end 03: the casing. As the cross head moves engages against the shoulder 80 of the push rod 56 forcingsaid rod toward the rear of the casing; and rotating the cross bar to throw the transmission clutch 28 into engagement with the gear 1'24.- to give a low speed drive.

fl hen sufficient head 'ay has been obtained the gear is thrown into intermediate speed by moving; the lever 119- to the notch gearing to be in 116 to raise the push rod 56 and to lower the push rod 58. The pedal 100 is again actuated, throwing out the clutch 14, and drawcross head toward the rear of the casing dur- .ing which movement, it engages with the shoulder of the push rod 58 which in the mean time has fallen into the notch of the tumbling shaft, forcing the same rearwardly and turning the cross bar 47 to throw the transmission clutch 27 into engagement with the gear 23, thus giving intermediate speed. 0

hen desired, the high gear can be thrown in by moving the lever 112 to the notch 117 and again operating the clutch pedal.

If when the gears were in neutral position a reverse drive had been desired, the lever 112 would be swung to the notch 118 and the clutch pedal actuated.

As will be readily seen both the brake pedal 92 and the clutch pedal 100 throw the clutch 14: into inoperative position but the operation of the brake pedal in no way affects the gearing of the transmission mechanism.

It is to be noted that when the clutch pedal is actuated to throw in the main clutch, the cross head will be actuated and through the mechanism hereinbefore described will place a selected set of the transmission gear- .ing in position for operation. When the clutch pedal, however, is operated to throw out the main clutch it will move the cross head in the opposite direction and return such selected set of transmission gearing and the connections therefor to neutral posltion, and this returning of such parts to neutral position is accomplished irrespective of the position of the selector mechanism at such times, that is to say the selector mechanism may be inselective position for any other of the sets of transmission gearing at the time a selectedset is going to neutral position without interfering with or preventing the return of such selected set to such neutral position.

Further it will be noted that when the cross head 7 5 is drawn toward the front of the casing it will, by contact with the pins 81 move to neutral position any of the push rods which may happen to be out of such neutral position.

Another advantageous feature incident to my invention is that a certain set of gearing may be selected while the machine 'is running and another set of gearing is in position, this selection taking place prior to changing from one set to the other set of gearing and without affecting the gearing in use. For instance, if the machine be travelmoved to the low position at once to select such low gearing, but the latter, of course, will not be thrown into operation until the foot pedal is. actuated.- When the hill is reached it isonly necessary for the operator to actuate the foot pedal as before described, to make the change from high gearingto low gearing. If, however, upon reaching the hill the driver decide to continue on the high gearing he may do so by failing to operate the foot pedal, as the mere fact that he has selected the'low gear by actuating the quadrant lever does not effect the operation of the transmission mechanism unless the pedal itself be actuated. Thus it will be seen thata desired set of gearing may be selected prior to changing to the same and while running upon another et of gearing and without affecting the latter.

It will be apparent from the foregoing description that I have provided a simple and efficient controlling mechanism of the progressive type adapted and arranged to operate a transmission mechanism of'the selective gear type without the aid of the ordinary change gear lever and H gate, the operating mechanism consisting wholly of the clutch pedal and the quadrant lever which latter, is so positioned that it may be operated without removing the hands from the steering wheel.

It will further beseen that the quadrant lever 112 may be moved to any position at any time without. changing any gears in the transmission mechanism until the clutch 14 is released and then thrown in again.

It will also be seen that the clutch is always released before any of the transmissiongears are shifted and that. the gears are always in position before the clutch is again thrown in.

It will of course be understood that minor changes in the details of construction may be! made if desired, without in the slightest degree departing from the spirit of my invention, which, broadly speaking, consists of a control mechanism for a selective gear transmission mechanism operated and governed by a single lever and the clutch pedal.

What I claim is:

1. The combination with a shaft and variable speed transmission mechanism therefor, including a plurality of sets of power transmission elements of selector mechanism for selecting each of the sets of transmission elements to be placed in driving relation with the shaft, and means for placing any selected'set of transmission elements in driving relation with the shaft,

mosses said means being also operable to return said selected set of transmission elements to neutral position while the selector mechanism is in selective position for any other of the sets of transmission elements,

Q. The combination with a shaft, a clutch therefor. and a pedal for operati. the clutch, of transmission mechanism mclud ing sets of power transmission elements, selector mechanism for selecting each of the sets of elements to be placed in driving relation with the shaft, and means from the pedal for placing set of transmission elements in di' g agcment with the shaft, said means oeing also operable to return said selectod set of transmission elements to neutral position while the selector mechanism is in selective position for any other of the sets of trans mission elements.

3. in a controlling mechanism. for trans mission gearing the comblnation with -eciprocallv mounted power transmission elements. of pivotally mounted cross bars, con necting means between said cross hairs and transmission elements, push rods each con.- nccted at one end to one end of one or said cross bars. means for lowering any of said push bars at selected times and means for I'QClPiOtElllDg said lowered push bar.

l. in a controlling mechanism "for transmission nearing, the combination with reciprocalljv mounted power transmiss on. ele ments, at movably mounted bars. means operable by the movement of said bars for rcciprocating said transmission eltments, push rods each niovably connected one end to one end of one of said bars, a cross head reciprocally mounted below said push bars. means for supporting the tree ends of said push rods and adapted to be operated to lower a selected one of said push rods upon the cross head. each rod having means tor engaging the cross head when such rod is loucred, and means t'or reciprocating the cross head to actuate the engagin rod.

5, ln a controlling mechanism for trans mission gearing. the combination with re ciprocallv mounted power transmission ele" merits. of cross bars pivotally mounted in termediate their len 'th tor swinging move ment. inc-ans operable by swinging of said cross bars for reciprocating said transmission elements. push rods each pivoted at one end to one end of one of said cross bars, each cross bar having a shoulder termed at the under side thereof, projections err-- tending laterally from each push rod, a transversely extending shaft for supporting the tree ends of said push rods, said shaft having notches into which certain of the push rods tall when the shatt is in certain position. means for rotating the shaft through predetermined angles. a cross head positioned beneath the push rods in position to be engaged by the shoulder of a rod when the latter is lowered and the cross head moved in one direction, said cross head engaging the projection of said lowered rod when moved in the opposite direction, and means for reciprocating the cross head.

6. la a device of the class described, a gear shifting device comprising a movably mounted finder and pivotally mounted members supported and controlled thereby.

7. in a device of the class described, a gear shitting device comprising a movably mounted tinder, pivotaliy mounted members supported and controlled thereby, and actuating lever cooperating with said members.

In a gear shitting device, a movably mounted finder pivotally-mounted members normally supported thereby, means for operating said members, said tinder having a notch, and indicator operatively connected with said finder for setting the same.

9. ln a gear shitting device, a movablymounted finder, pii-otally-mounted members normally suoported thereby, said finder having a notch, an indicator operatively connected with said tinder for setting the latter, and an actuating lever cooperating with said pivotslly-mounted members. i

10. in a device of the class described, a ariable speed transmission gearing having a plurality of shit'table elements, means for shifting said elements embodying pivoted members movable with said elements, and a predeterminedly selective tinder cooperating with and supporting said piv ted members.

11. In a device of the class described, a variable speed transmission gearing having a plurality shittable elements, means for shifting said elements embodying pivoted members movable with said elements, a selective finder cooperating with support ing said pivoted members, and an indicator for cooperation with said finder.

12. In a device of the class described. a variable speed transmission gearing having a plurality of shittable elements, means tor shitting said elements embod iug pivoted members movable with said elements, a se lectiv finder cooperating with said pivoted members. and an indicator for cooperation with said finder, said finder having a notch into which the selected member falls by gravity.

13. ln a device of the class described. a variable speed transmission gearing having a pin ality ot' shittable elements combined with a foot pedal, and connections embodying an actuating lever, and a plurality of pivoted vertically-movable members cooperating with said lever.

ll. ln a device of the class described, a variable'speed transmission gearing having a plurality of shiftable elements combined with a foot pedal, and connections embodying an actuating lever, a plurality of pivoted members cooperating with said lever, and a movably mounted finder for supporting and cooperation with said members.

15. In a device of the class described, a variable speed transmission gearing having shiftable elements, in combination with an indicator and a selective device embodying normally elevated pivoted members cooperating with the shiftable elements.

16. In a device of the class described,.a gear actuating element, its corresponding actuating member, a finder, an indicator, and movably-mounted members supported and controlled by said finder.

V In testimony whereof I affix my signature in presence of two witnesses.

IRVEN E. COFFEY.

Witnesses r M. ROEHLER, CHAS. L. OLDFIELD. 

